• 专利附录
  • 专利说明
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    • 专利摘要:
    The present invention relates to a method and a system for controlling a torque requested from the motor, where the motor emits a dynamic torque response to a torque requested by the motor. According to the present invention, the requested torque is regulated at least based on a current value for the dynamic torque. desired derivative for the dynamic torque related to a spring constant for the driveline; a current speed difference between a first speed a> for a first end of the driveline and a second speed <x> for a second end of the driveline, and a calibration parameter related to a. oscillation sequence of the dynamic torque towards the desired derivative using the current one. the speed difference is minimized.Fig. 2
    公开号:SE1450656A1
    申请号:SE1450656
    申请日:2014-05-30
    公开日:2015-12-01
    发明作者:Martin Evaldsson；Karl Redbrandt
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a system arranged for regulating an engine from a motor to a requested torque according to the preamble of claim 1. The present invention also relates to a method for regulating a motor from a motor. step To idea according to the preamble of claim 14, as well as a computer program and a computer program product, which implement the method according to the invention. Background The following background description constitutes a description of the background to the present invention, which, however, does not have to be prior art.
    Vehicles, such as cars, buses and lorries, are propelled forward by an engine torque emitted by an engine in the vehicle.
    This engine torque is supplied to the vehicle's drive wheel by a driveline in the vehicle. The driveline contains a number of inertia, weights and steaming components, which means that the driveline to varying degrees can have an effect on the motor torque that is transferred to the drive wheels. The driveline thus has a softness / flexibility and a play, which means that torque and / or speed oscillations, so-called driveline oscillations, can occur in the vehicle when the vehicle, for example, just rolls away after a torque request from the engine. These torque and / or speed oscillations arise when forces built up in the driveline between the engine emitting torque until the vehicle starts to roll are released when the vehicle rolls in motion. The driveline oscillations can cause the vehicle to rock in the longitudinal direction, which is described in more detail below. These rockings of the vehicle are very staring at a driver of the vehicle. 2 Ddrfar has in some previously known solutions father to avoid these driveline oscillations preventive strategies been used in the request of engine torque. Such strategies can utilize limiting torque ramps when engine torque is requested, where these torque ramps have been designed so that the requested engine torque is limited in such a way that the driveline oscillations are reduced, or do not even occur.
    Brief description of the invention The torque ramps that are currently used when engine torque is requested are therefore a limitation of how torque can be requested by the engine in the vehicle. According to today's known readings, this limitation is necessary to reduce the large-scale driveline oscillations. Allowing the driver and / or, for example, a cruise control free to torque would, with today's cold systems, in many cases lead to significant and large driveline oscillations, for which limiting torque ramps are used.
    Today's limiting torque ramps are usually static. Static moment ramps, which can also be called static moments, have a advantage in their low complexity, which is one of the reasons for its large utilization. However, static torque ramps have a number of disadvantages which are related to the fact that they are not optimized for all driving conditions to which the vehicle may be exposed. For some choruses, the static and limiting torque ramps provide a poorer performance for the vehicle, as the torque required due to the torque ramp becomes unnecessarily low for choruses where more engine torque could have been requested without driveline oscillations having occurred. In other cases, the torque ramp does not adequately limit the required torque, which causes driveline oscillations and clamed swings of the vehicle to occur. Assumes utilization of torque ramps for certain caftan non-optimized torques, which can result in an unnecessarily hazardous performance of the vehicle and / or in comfort-reducing oscillations caused by driveline oscillations.
    It is an object of the present invention to provide a method and a system for regulating a requested step Ta -Idemand which at least partially solves the above-mentioned problems.
    This object is achieved by the above-mentioned system according to the characterizing part of claim 1. The object is also achieved by the above-mentioned method according to the characterizing part of claim 14, and by the above-mentioned computer program and computer program product.
    The present invention relates to the regulation of a torque starting from the engine Ta -Idemand is where the engine emits a dynamic torque Tqfw in response to a torque T q demand requested by the engine • The dynamic torque Tqp, outputs the torque at the flywheel which connects the engine to its output shaft and as with a gearing in the drive driveline Or related to a dynamic wheel torque T qwheei which is supplied to the drive wheels in the vehicle. According to the present invention, the requested torque Tq demand is regulated at least based on a current value Tqfw_pres for the dynamic torque, a moment of inertia J for the driveline, a desired dynamic derivative Tq. the torque related to a spring constant k far the driveline; 79 fw_req, a current speed difference ACOpres between a first speed w1 gets a first spirit of the driveline and a second speed w2 for a second spirit of the driveline, and a calibration parameter Tea / related to a 4 oscillation cycle for the dynamic torque of the applied torque Tqciem „d according to the present invention, the first speed w1 is controlled at least partially continuously towards the second speed w2, whereby the current speed difference Awp res is minimized.
    According to the present invention, controlling the first speed wi against the second speed w2 and thereby reducing the difference Awpr „between these speeds has the advantage that the travel of the dynamic torque Tqfw di can be controlled with high precision.
    According to the present invention, the appearance of the applied torque Tq is formed to give the dynamic torque Tqfw an at least substantially vivid and non-oscillating appearance, or at least to give oscillations of considerably lower amplitude in previous known solutions.
    The present invention results in oscillations which do not adversely affect the comfort of the vehicle.
    According to several embodiments of the present invention, the total travel time t -delay_total is also taken into account in the control. This makes the control more accurate and reliable, since the controller according to the invention has knowledge that it will take the travel time t -delay_total before one itgard per one piverkan on the control. The control can be inserted in each Action exactly when they are needed in time to optimally regulate the requested torque Tqdemand • In other words, the knowledge of the delay time is utilized so that more accurately and at the right time can make adjustments to the requested torque Tqdemand Thus, driveline oscillations can be reduced in number and / or size for a large number of choruses where previous adjustments of the requested torque Ta -idmncmd had resulted in problematic swings in the vehicle. These caftans comprise a start of the request of a torque from the motor, so-called "TIPIN" and a cessation of the request of a torque from the motor, so-called "TIPOUT". Even in the event of a collision involving a play in the driveline, it is true that, for example, the teeth have two gears in the gearbox for a short period of time do not engage each other and then engage in each other again, which can occur, for example, in a transition between engine relaxation and padrag / torque beaker, when activating the clutch, or when shifting, the present invention reduces the driveline oscillations. In all these cases, the present invention can thus counteract the rocking of the vehicle caused by driveline oscillations, thereby increasing the comfort of the driver.
    Even driveline oscillations due to external influences, for example caused by a bump in the roadway, can be rapidly reduced and / or evaporated with the present invention.
    In addition, utilization of the present invention also provides a significant reduction in wear on the driveline of the vehicle. The reduced wear obtained by the invention provides a prolonged life of the driveline, which is of course advantageous.
    The control according to the present invention can take place against the desired dynamic torque Ta -idemand • The desired desired dynamic torqueTor -idemand can be related to a frame mode used in the vehicle. A number of such bar modes are defined for vehicles, for example an economic bar mode (ECO), a powerful bar mode (POWER) and a normal bar mode (NORMAL).
    KOrmoderna defines, for example, how aggressively the vehicle should behave and what kind of thrust the vehicle should convey when it is driven, this aggressiveness being related to the derivative 74qf wreq for the dynamic torque.
    The desired dynamic torque Tchiem „d may be related to and may give a ramp-up or a ramp-up before shifting in the gearbox 103, or a ramp-up or ramp-up after shifting in the gearbox.
    The desired dynamic torque may be related to and may provide a ramp-up before opening a clutch 106, or a ramp-up after closing the clutch 106.
    The desired dynamic torque Tchiemand may be related to a calibration of at least one parameter which is related to a risk of jerking of the driveline. For example, the desired dynamic torque Ta -iclemand can be calibrated to a value which counteracts jerks in the driveline when relatively large travel changes occur in the requested torque, for example when a accelerator pedal is depressed or released relatively quickly during pedal grinding.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of a method according to an embodiment of the present invention. a control unit in which a method according to the present invention can be implemented, Figures 4a-b schematically show block diagrams for a previous edge fuel injection system and for a fuel injection system comprising a control system according to the present invention; Figures 5a-b show a vessel case comprising a wobble when a prior art control is applied and when the control according to the present invention is applied, Figures 6a-c schematically illustrate play in the driveline. Description of Preferred Embodiments Figure 1 schematically shows a heavy duty exemplary vehicle 100, such as a truck, bus or the like, which will be used to clarify the present invention. However, the present invention is not limited to use in heavy vehicles, but can also be used in lighter vehicles, such as in passenger cars. The vehicle 100 schematically shown in Figure 1 comprises a pair of drive wheels 110, 111. The vehicle further comprises a drive line with a motor 101, which may be, for example, an internal combustion engine, an electric motor, or a combination of these, i.e. a so-called hybrid . The motor 101 can, for example, in a conventional manner, via a shaft 102 emanating on the motor 101, be connected to a gearbox 103, possibly via a coupling 106 and a shaft 109 entering the gearbox 103. An shaft 107, also called from the gearbox 103, also called the PTO shaft, drives the drive wheels 110, 111 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108. A control unit 120 is schematically illustrated as providing control signals to the motor 101. As described below, the control unit may comprise a first 121, a second 122 and a third 123, a fourth 124 and a fifth 125 fixing unit and an execution unit 124. These units are described in more detail below. When a driver of the motor vehicle 100 drives a torque request to the engine 101, for example by input via an input means, such as a depressing of an accelerator pedal, this can result in a relatively rapid torque change in the driveline. This torque is stopped by the drive wheels 110, 111 pA due to their friction against the ground and the rolling resistance of the motor vehicle. The drive shafts 104, 105 are subjected to a relatively strong torque.
    Among other things, the drive shafts 104, 105 are regularly dimensioned so that they can withstand this heavy load without being affected by costly and weight-bearing shells. In other words, the drive shafts 104, 105 have a relatively large curvature. The PTO shaft 107 can also have a relatively large weight. Other components in the drive shaft can also have some kind of weight. due to the relative weight of the drive shafts 104, 105, they act as torsion springs between the drive wheels 110, 111 and the end shaft 108. Similarly, other weights in the drive line also act as torsion springs between the position of the various components and the drive wheels 110, 111. When the motor vehicle rolling resistance can no longer cope by holding the torque from the driveline, the motor vehicle 100 will start rolling, whereby the torsion spring-acting force in the drive shafts 104, 105 is released. When the motor vehicle 100 rolls away, this released force can result in driveline oscillations occurring, causing the motor vehicle to rock in the longitudinal direction, i.e. in the direction of travel. This rocking is experienced as very unpleasant for a driver of the motor vehicle. If a driver has a soft and pleasant driving experience, and when such a pleasant driving experience is achieved, it also gives an impression that the motor vehicle is a sophisticated and well-developed product. Therefore, avoid unpleasant driveline swings if possible. The present invention relates to the control of a torque requested from the motor 101 T gdemand • The motor 101 of gives a dynamic torque Tqfw in response to a torque requested by the motor ciciemand is where this dynamic torque Tqfw outputs the torque at the flywheel which connects the motor shaft to its output shaft 102. It is this dynamic torque Tqp, which with a gear ratio in the far driveline is related to a dynamic wheel torque TG which is supplied to the drive wheels 110, 111 in the vehicle. The gear ratio is the total gear ratio of the driveline, including the gear ratio of the gearbox for a current gear. In other words, a desired engine torque Tqdemand results in a dynamic wheel torque Ta -, wheet at the vehicle's drive wheels 110, 111.
    According to the present invention, the control is performed by a torque Tqdemand from the motor 101, where the motor 101 emits a dynamic torque Tqfw to its output shaft 102 in response to the requested torque Tqcemand. The dynamic torque Tqfw dr with a gear ratio i is related to a dynamic wheel torque To -1m / heel which is provided by a drive line comprising the motor 101 at least one drive wheel 110, 111 in the vehicle 100.
    Regulation of the requested torque Tqciemand is performed according to the present invention at least based on a current value Tqfw_press for the dynamic torque, a moment of inertia J for the driveline, a Desired derivative 7'qf w_req for the dynamic torque related to a fourth torque; 7: (Uw_req, a current speed difference Awpres between a first speed wl gets a first end of the driveline and a second speed w2 for a second spirit of the driveline, and a calibration parameter Tcat related to an inertia course of the dynamic torque torque of the requested torque Tqciem „d according to the present invention, the first speed w1 is controlled at least partially continuously towards the second speed w2, whereby the current speed difference Awp is minimized.res The control can be performed by a system arranged for control iv from a motor 101 requested torque Tor demand • The system comprises an output unit 126 which is arranged to regulate the requested torque Tqdemand at least based on the above-mentioned current value Tqfw_p „for the dynamic torque, the moment of inertia J for the driveline, the desired 79 fw_req derivatanswreq currently related to it; , and calibration pair meter Teal • According to one embodiment, the system also comprises a first 121, a second 122, a third 123, a fourth 124 and a fifth 125 determining unit which are arranged for determining the present value Tqfw_p res, the moment of inertia J, the desired derivative fifw_req the present the speed differenceAw --press is the respective calibration parameter Tcca.
    Those skilled in the art will also recognize that the system of the present invention may be modified according to the various embodiments of the method of the invention.
    In addition, the invention relates to a motor vehicle 100, for example a passenger car, a truck or a bus, comprising at least one system for regulating the torque requested by Tqdemand according to the invention. According to the present invention, controlling the first speed w1 against the second speed w2 and thereby reducing the difference Awpres between these speeds has the advantage that it enables a control of the travel of the dynamic torque Tqf, which has a high precision.
    Figure 2 shows a flow chart of the method according to an embodiment of the present invention.
    In a first step 201, for example by using a first determining unit 121, a current value Tqfw_pres is determined for the dynamic torque.
    In a second step 202, for example by utilizing a second determining unit 122, a moment of inertia J is determined from said driveline. This moment of inertia J is described below and may be determined in advance, i.e. before the whole method according to the present invention is carried out, wherein the second determining unit 122 uses a previously determined value.
    In a third step 203, for example by using a third determination unit 123, a desired derivative rqf wreq is determined for the dynamic torque, which is related to the spring constant k for the driveline described below 79, fw- „q In a fourth step 204, for example by utilizing a fourth determining unit 124, a current speed difference Acop, „between one the first speed w1 and the second speed w2. According to one embodiment, the speed difference Acopres is the difference between the engine speed we and the rotational speed of the drive wheels described below. — wheels r SaSOM 12 In a fifth step 205, the calibration parameter Teal is determined. T -cut is related to the oscillation trajectory of the engine speed we are at the estimated value, that is to say how fast the engine speed we are to swing towards its desired value. As a result, the calibration parameter T - cal Oven is related to the capture trajectory of the dynamic torque against the desired derivative 7'qfW „q far the torque.
    In a seventh step 206, for example by utilizing an execution unit 126, the requested torque Tqdemand is regulated at least based on the current value Tqfw_pres for the dynamic torque, the moment of inertia J for the driveline, the desired derivative Tqfw_req related to kad; Tqf t-req, the current speed difference copres, and the calibration parameter reel.
    An accurate and precise control of the travel change of the dynamic torque Tqfw can thereby be obtained, by controlling the first speed w1 against the second speed w2.
    By utilizing the present invention, a regulation of the requested torque Ta -Idemand is obtained which increases the performance of the vehicle and / or increases the driver comfort, by reducing the speed difference Aw pressure, which also reduces the oscillations of the vehicle. Prior art technology has controlled the static moment in the vehicle, which has led to driveline oscillations.
    By utilizing the present invention, the dynamic torque Tqfw can be controlled, so that a desired value Tqfw_req for the dynamic torque is obtained, which means that the driveline oscillations can be reduced considerably. The reduced driveline swings increase driver comfort in the vehicle. In other words, the control has a physical torque that results from the fuel injected into the engine and the response of the driveline due to its properties, that is to say the dynamic torque Tqfw. The dynamic torque Tqfw thus corresponds to the torque provided by the gearbox 103, which can also be expressed as the torque provided by a flywheel in the driveline, where the action of the driveline, such as the motor acceleration and its action, is included in the dynamic torque Tqfw. A physical control of the dynamic torque Tqfw is achieved when the present invention is utilized.
    The dynamic torque Tqf, for example, can be controlled to achieve specific torque ramps, such as ramping down or up in connection with swings in the gearbox 103. The dynamic torque Tqfw can also be controlled to achieve the desired specific torque values, which can be used, for example, for cruise control. saga when using a cruise control for controlling the vehicle speed, or when pedaling, that is to say when manually controlling the vehicle speed, whereby the present invention can be used. This can also be expressed as the desired value Tqfw_req for the dynamic torque can be obtained by the control according to the present invention.
    The dynamic torque Tqp, which is delivered by the motor 101 to its output shaft 102, can according to one embodiment be determined based on delayed required motor torque T Chtem "cidelayr the rotational inertia of the motor and rotational acceleration of the motor 101.
    The firdrOjda begara engine torque T chtem „d_ctetay has firdrOjts with a time tin] it takes to carry out an injection of 14 fuel in the engine 101, that viii say the time from the injection begins until the fuel ignites and burns. This injection time is typically known, but is different for, for example, different engines and / or for different speeds for an engine. The dynamic torque Tqfw can here be determined as a difference between the estimated values for delayed requested motor torque Tqdemanddelay and the torque value included included values for the rotational acceleration the for the engine. According to one embodiment, the dynamic torque Tqfw ddrfOr may be represented by a difference signal between a signal for an estimated delayed requested motor torque Ta, demand delay and a torque signal including the measured values for the rotational acceleration the for the motor.
    According to one embodiment, the torque required motor torque T ciaemana_detay can be defined as a net torque, that is to say that losses and / or frictions are compensated for, whereby a requested net motor torque and a delayed motor torque are obtained.
    The dynamic torque Tqfw, which is emitted by the motor 101 to its output shaft 102, thus corresponds according to one embodiment to the delayed desired motor torque Tor qdemand_delay minus a torque corresponding to the rotational inertia of the motor multiplied by a rotational acceleration the for the motor T1f Ethe dar det fordrojda begdrda motormomentet T Cidemand_delay har fordrOjts med insprutningstiden tin./.
    Rotational acceleration of the motor 101 can be measured by performing a time derivation of the motor speed. Rotational acceleration the is then scaled am to a torque according to Newton's second law by multiplying by the rotational inertia torque Je for the motor 101; Jethe.
    According to another embodiment, the dynamic torque Tqfw emitted by the engine 101 can also be determined by using a torque sensor located in a suitable arbitrary position along the driveline of the vehicle. Thus, even a torque value measured by such a sensor can be used in the feedback according to the present invention. Such a measured torque obtained by means of a torque sensor after the flywheel, the viii saga Somewhere between the flywheel and the drive wheels, corresponds to the physical torque that the dynamic motor torque Tqfw produces. If a good torque reporting can be obtained by utilizing such a torque sensor, then the torque sensor should provide a torque signal corresponding to the dynamic torque Tqfw.
    As illustrated in Figure 1, the different parts of the driveline have different rotational inertia, which include a rotational inertia J for the motor 101, a rotational inertia Jg for the shaft shaft 103, a rotational inertia J, for the clutch 106, a rotational inertia Jp for the PTO shaft, and rotational inertia jd for the respective drive shaft 104. 105. In general, all rotating bodies have a rotational inertia J which depends on the mass of the body and the distance of the mass from the center of rotation. In Figure 1, for reasons of clarity, only the above-mentioned rotational inertia have been plotted, and their significance for the present invention will be described below. However, a person skilled in the art realizes that more moments of inertia in those mentioned can be dangerous in a driveline.
    According to an embodiment of the present invention, the assumption is made that the rotational inertia Je of the motor 101 is much 16 times more rigid than other rotational inertia of the driveline and that the rotational inertia J of the motor 101 therefore dominates a total rotational inertia J of the driveline. It wants to say J J19 + 21d but when Je >> Ig, Ie >> Icr Ie >> Ipr Je >> J then the total rotational inertia J for the driveline is approximately equal to the rotational inertia J, the motor 101; JJe As a non-limiting example of the value of these rotational inertia can be mentioned je = 4kgm2, Jg = 0.2kgm2 0.1kgm2, Jp = 7 * -4kgm2, Jd = 5 * -kgm2, which means that the assumption that the rotational inertia J, the motor 101 dominates the total rotational inertia J of the driveline; J, ===, h; stems, since other parts of the driveline are much easier to rotate than the engine 101. The above values given are the values on the engine side of the axle shaft, which means that they will vary along the driveshaft depending on the gear ratio used. Regardless of which gear ratio is used, the rotational inertia J, for the motor 101, is much more rigid than Other rotational inertia and therefore the total rotational inertia J dominates the driveline.
    Since the rotational inertia J, of the motor, the total rotational inertia J of the driveline dominates; J ~ J ,; corresponds to the dynamic wheel torque Take the dynamic torque Tqfw supplied from the engine multiplied by the gear ratio of the driveline in, Tqwheei = Tqfw. This simplifies the control of the required torque Ta according to the present invention considerably, since it thereby makes it easy to determine the dynamic torque Tor -zwheel at the wheels. As a result, the control of the required torque Tqdemand according to the invention can always be adaptively adapted to the dynamic torque Tqwheet provided to the wheels, which means that driveline oscillations can be reduced considerably, or even completely avoided. Engine torque can then be requested 17 Tqciem „d said that a desired dynamic torque To -1wheel V d the wheels are always provided, which means that an even torque profile is obtained for the wheels' dynamic torque Ta, wheei and that oscillations cause the wheel torque profile does not arise, or has caused lower amplitude than previously known adjustments of beg-art motor torque Taider „,„ d.
    The driveline can be approximated as a relatively weak spring, which can be described as: Tqfw = Tqeaneiay Jethe - k (O e - ° wheel) + C (We Wwheel), (eq. 1) where: Oe Or an angle of the engine's output shaft 102 , it viii saga a total twist that the engine has done since a start time. For example, the angle Oe is 1000 vary, which corresponds to 1000 * 27r radians, if the motor has been running for one minute at a speed of 1000 vary / min; we Or the time derivative of 0e, it viii saga a rotational speed far the axis 102; Owitea Or an angle for one or more of the drive wheels 110, 111, that is to say a total rotation which the drive wheels have made since a start time; Wwheel is the time derivative of ° wheel it viii saga a rotational speed far the wheels; k Or a spring constant which Or related to a moment required to turn up the spring causes a certain angle to be obtained, for example causes a certain difference AO between Oe and 0 -wheel to be obtained. A small value of the spring constant k corresponds to a weak and swaying spring / driylina; 18 - c dr an attenuation constant for the spring. A derivation of equation 1 gives: tqfw = Ic (toe - 'wheel) ± C (6) e 6-) wheel) (eq. 2) It is reasonable to assume that the driveline can often be seen as undamped spring, it viii saga that c = 0, and that the spring constant k is dominated by the spring constant k -drive for the drive shafts 104, 105, the viii saga k = dar i is the gear ratio. If c = 0 simplifies kir 've' equation 2 to: 74Cifw = k (We Wwheel) (eq. 3) As stated in equation 3 Or can the derivative, the viii saga slope, the dynamic torque Tqf, be said to be proportional against the difference Aw in rotational speed, the wheels 110, 111 Wwheel and the motor / shaft 102 we.
    This also means that a desired torque ramp 14 fw req it viii saga a torque which has a slope and thus others were Over time, can be achieved by pafara a difference Aw in rotational speed of the wheels 110, 111 m -wheel and the motor / shaft 102 coe ; Aco = coe —0) —wheel: Wref = Wwheel T.qfw_req (eq. 4) ddr coref Or the reference speed to be requested from the motor 101 causes the torque ramp to be obtained.
    Above, the difference Aw in rotational speed has been described as a difference between rotational speeds of the wheels 110, 111 Wwheel and the motor / shaft we. It should be understood, however, that the difference Aw can more generally be described as a difference in rotational speed between a first spirit of the driveline, which rotates at a first rotational speed w1 and a second side of the driveline which rotates at a second speed w2; Aco = col - w2- If the difference Aw in rotational speed is a difference between rotational speeds for the wheels 110, 111 wwheet and for the motor / shaft we, the torque Tqciem „d to be requested by the motor 101 is determined at least according to an embodiment of the present invention. based on a sum of the current value T qfw_p, the dynamic torque and a term including the moment of inertia J are multiplied by a ratio between a difference between a reference speed coref and the speed we for the motor divided by the calibration parameter T! Tqdemand = Tqfw preS (6) ref — We). Tcal) (eq. 5) The reference speed Wref, which can be used to order a speed from the engine, may have been determined as a sum of the speed of the At least one drive wheel w --wheet and a ratio between the desired derivative Tqf w_rea and the spring constant k ; 7: (71'w_req Wref Wwheel, as described above for Equation 4.
    By using equation 5 when the requested torque Tqdemand is determined, the motor speed we can be controlled against the rotational speed of the wheels 110, 111 m —wheel SS that the difference Aw is minimized. Thus, the control according to this embodiment can be used to at least partially continuously control the engine speed we to approximate the rotational speed of the wheels 110, 111 m —wheel. According to an embodiment of the present invention, the difference Aw in rotational speed is a difference between rotational speeds of the wheels 110 , 111 w —wheel 0 Ch far the motor / shaft we, the requested torque Ta, demand as a sum of the current value Tqf w_pres for the dynamic torque, a total displacement time t -delay_total multiplied by the 6nived derivatives 1; f w_req moment of inertia J for the driveline multiplied by one with the gear ratio in geared acceleration thwheet for the drive wheels 110, 111, and a term including moment of inertia J multiplied by a ratio between a difference between the reference speed coref and the engine speed we divided by the calibration parameter T! -l- T qdemand = T q fw _pres tdelay_totalT q fw_req + Wwheel +1 ref — we) • (eq. 6) "(cal As mentioned above, the reference speed core! can be determined as a sum of the speeds of the at least one drive wheel w - wheel 0 Ch a ratio between the desired derivative Tqf w_req and Tq fw req the spring constant k; Wref = Wwheelk The reference speed coref can be used to order a speed from the engine so that the engine speed we is controlled against the rotational speed fbr wheels 110, 111 cowheet, whereby the difference Aw is minimized .
    The calibration parameter Tcat for a capture time passes the control / regulator and has the dimension time.
    The total delay time t -delay_total is taken into account in the control, which gives a more precise and reliable control since the controller according to the invention has knowledge that it will take the travel time t -delay_total before an itgird has an effect on the control. The control can be inserted in the respective Atgird just when they are needed in time to optimally regulate the required torque Tqdemand • In other words, the knowledge of the delay time is utilized so that it is more accurate, as described above, related 21 and if necessary able to make adjustments to it begdrda momentet Tqcieniand.
    The desired derivative 74qf w_ „a in equation 6 can also be expressed AS: 74 CI fw_req = Tq fw_req — Tq fw_pres (eq. 7) The calibration parameter T is related to an input time of the control / regulator and has the dimension time and may be different from Iran, or be the same as the above-mentioned calibration parameter Tcca. The calibration parameter T can be set to a smaller value if a faster indentation is unsecured and to a larger value if a slower indentation is undecided. T cifw_req is the desired value for the dynamic torque.
    As described above, it can often be assumed that rotational inertia of the motor 101 dominates the total rotational inertia J of the driveline, that is to say, since other parts of the driveline are very easy to rotate in relation to the motor 101, whereby J can is replaced by fe in equations 5 and 6.
    The term I Jthwheel in equations 5 and 6 above is related to the acceleration of the vehicle aveh ide and the development of the driveline in and the wheel radius rw hed far the drive wheels 110, 111 according to: avehiclei Ithwheel = J rwheel • (eq. 8) Thus, the regulation using equations 5 and 6 be corrected for vehicle acceleration. The required torque Tq demand will now be different from the current value Tqfw_ pre, given the dynamic torque. According to an embodiment of the present invention, a feedback is also used in the control. This determines the regulation of the requested moment Ta, demand based also on a feedback of a resulting actual value To, f w actual corresponding to the desired derivative Tqfwreq. The requested moment Tqdemand can then be determined according to: gdemand = TqfW tdelay_total fw _reqd) wheel tdelaY totat (pq fwreq Dqfw _actual) (eq. 9) By using equation 9 in the regulation, a very precise regulation can be made, which takes into account the result of the regulation, that is to say to the resulting actual valueD, Avaaual for der ivatan of the dynamic moment. The total delay time t -delay_total corresponding to how long it takes from a determination of at least one parameter value until a change of the dynamic torque Tqfw based on the determined at least one parameter value Or is carried out, may comprise one or more of a number of times. Taking into account the total travel time tdelay total 'as occurs with the present invention, it is possible that a more precise control can be made because the displacement is taken into account and because the value of the dynamic torque Tqfw changes over time. In this way, the respective action can be set just when the behavior in time is to optimally regulate the requested moment Ta, demand • In other words, the knowledge is used during the delay time so that adjustments of the requested moment Tq demand can be made more precisely and at the right time, which minimizes driveline oscillations. so that a comfortable and efficient control 23 If the parameter value is fed, the total delay time tdelay_total may include a measurement time t -measure it takes to determine it At least one parameter value based on the at least one measurement, which may include treatment, such as average value formation. The measurement time may also depend on where a utilized sensor is located.
    If the parameter value is instead estimated, the total travel time t -delay_total may include an estimate time t -estimate it takes to determine the at least one parameter value based IDA d at least one estimate, for example including a time it takes to perform calculations included in the estimate. The total delay time t -delay_total may also include a communication time tcom it takes to transmit signals which are used in the regulation between units in the vehicle, such as delays required by a CAN bus (Controller Area Network bus), or the like in the vehicle.
    The total delay time t -delay_total may also include a filtering time, including filtering delays for filtering challenges in measurements and / or estimates of the parameter value and / or in the control according to the invention.
    The total delay time t -delay total may also include a calculation time tcomp it takes to perform calculations related to the control according to the present invention.
    The total delay time t -delay_total may also include a torque action. Allow time t -torqueresponse it takes from the time a torque request is made until an engine speed change corresponding to this torque request occurs. The above-mentioned injection time tin] can hdr none in the torque workshop delivery time 24 ttorqueresponse • The torque workshop delivery time t -torqueresponse can depend on the speed of the engine.
    According to one embodiment of the present invention, tdelay_total value (1.9 + 1.5) corresponds to ticy1, ddr - 1.9ticy1 = 1.5ticy1 + tipre_caic; 1.5ticy / = trpmfilter; ti, / is the cylinder time, ie the time between the corresponding events, for example ignition or injection, taking place in two successive cylinders. ti, / depends on the speed, ti, / = 120 / (speed * number of cylinders), for example ti, / = 20 / speed for engines with 6 cylinders .; - tipre_calc is the time before the actual injection at which the moment before the next combustion is determined; and trpmfitter Or the delay time provided by filtering the speed signal. For example, FIR (Finite Impulse Response filter) filter, this delay is 1.5ticy /.
    In many applications, the spring constant k is dominated by the spring constant k —drive for the drive shafts 104, 10related to the gear ratio of the driveline, the viii saga k gear ratio. kdrive ddr i is .2r In other applications, for which the spring constant k is not dominated by the spring constant k —drive for the drive shafts 104, 105, or for which the actual value of the spring constant k is important and is not allowed to be approximated, a total spring constant ktot is determined for the driveline, which includes weights for essentially all components of the driveline.
    Spring constant k can be determined based on knowledge of which components are included in the driveline and the weights of the input components, as well as how the components of the driveline are configured. Because the configuration and relation of the components to the spring constant k is known, for example by measurements made during construction and / or assembly of the driveline, the spring constant k can be determined.
    Spring constant k can also be determined by using adaptive estimation when the vehicle crosses. This estimation can then be performed at least bitwise continuously in suitable choral sections. The estimate can be based on a difference Aw in the rotational speed of the wheels 110, 111 m -wheet and the motor / axle 102 We below the torque ramp and on the inclination of the torque ramp, by determining the ratio between the derivatives of the dynamic torque and the difference Aw; k = T, a, .qfw. For the derivative 3000 Nm / s and the speed difference 100 rpm, for example, the 3000 m spring constant then k = * - = 286 Nm / row. The estimates can be made 100 by carriage more than once, after which an average value is determined Or the results.
    Those skilled in the art will appreciate that a method of controlling the requested torque Tq demand according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually forms part of a computer program product 303, where the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer-removable medium consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash-26 memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.
    Figure 3 schematically shows a control unit 300. The control unit 300 comprises a computing unit 301, which can be made of substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The bending unit 301 is connected to a memory unit 302 arranged in the control unit 300, which provides the bending unit 301 e.g. the stored program code and / or the stored data calculation unit 301 need to be able to perform calculations. The bending unit 301 is also arranged to store partial or final results of calculations in the memory unit 302.
    Furthermore, the control unit 300 is provided with devices 311, 312, 313, 314 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the devices 311, 313 receiving input signals may be detected as information and may be converted into signals which may be processed by the calculating unit 301. These signals are then provided to the calculating unit 301. The devices 312 , 314 for sanding out output signals are arranged to convert output results from the output signal unit 301 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended, for example to the engine.
    Each of the connections to the devices receiving and transmitting input and output signals, respectively, may be constituted by one or more of a cable; a data bus, such as a CAN bus 27 (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.
    One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 301 and that the above-mentioned memory may be constituted by the memory unit 302.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses which can interconnect a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. Vehicles of the type shown thus often comprise significantly more control units than what is shown in Figures 1 and 3, which is a choice for the person skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 300. However, the invention can also be implemented in whole or in part in one or more other control units already existing at the vehicle or in the control unit dedicated to the present invention.
    Figure 5a shows a regulation according to prior art in which a static torque request is made for a caftan which may, for example, correspond to / include a shift in the vehicle. In other words, the dynamic torque Tqf, 501 (solid line) must be lowered 511 to the clearance 513 at the torque 0 Nm, where, for example, switching can take place, which must then be increased 512 again. When the driveline is in the time period Tvap during which the gap in the driveline is present, the engine does not provide a dynamic torque Tqfw to the drive wheels. There are a number of possible gaps that can occur in a driveline, for example when gears in gears, 28 universal joints or the like at certain angles of the interior do not grip each other properly. As mentioned above, play can occur, for example, during a transition between slackening of the engine and padrag / torque cup, when activating the clutch, or when shifting. The position of the gears in relation to each other below and outside the clearance is schematically illustrated in Figures 6a-c. In a first axle bearing when rotating in a first direction, illustrated in Figure 6a, the gears make contact in a position corresponding to a maximum rearward rotation. In a second axle bearing during a rotation in a second direction, illustrated in Figure 6c, the gears make contact in a position corresponding to a maximum forward rotation. Thus, the teeth abut each other in these positions (Figures 6a and 6c, respectively), which also means that the gap is turned backwards and forwards, respectively. The gap for the driveline is formed by the angle between these first and second axial lines, in which the teeth do not grip each other, i.e. in a position corresponding to a rotation in the gap, illustrated in Figure 6b, between the times t -start_glapp and tstut_glapp • So Transfer no moment under the gap.
    One way of determining the size of the clearance angle is by physically turning one shaft in the driveline, for example the shaft 109 entering the shaft barn, or the shaft 107 projecting from the gearbox, if the inlet shaft 109 is rotated for the entire driveline's clearance by, i.e. play in all axles, as in the gearbox, in the final gear 108, and in any other gears in the driveline. If the output shaft 107 is instead rotated, only play in the gear shafts after the gear shaft is included, ie for example the play in the final gear is included but the play in the gear box is excluded. Thus, the rotation of the shaft 109 entering the gearbox provides a more complete picture of the play. However, it may be noted that the play of the final gear often dominates the play of the driveline, and is also geared to the engine with the gear layer in the gearbox, so that in some cases it provides sufficient accuracy to rotate the output shaft 107 when the play angle is determined.
    During rotation, it is registered when the teeth grip each other ("max backwards" or "max forwards") and slack grip on each other ("in the gap"), which gives the first and second shoulder layers at the beginning and end of the gap, respectively. This rotation and registration of the size Ogiapp on the play angle can be done with the part of the different gear layers in the gear side.
    The determination of the size Ogiapp at the clearance angle can, for example, be carried out in connection with mounting the vehicle, ie before it is taken into use, but can also be made after the vehicle has been taken into use.
    When the size Ofliapp at the clearance angle has been determined, for example each of the gears in the gearbox, the size ° g / app at the clearance angle can be stored in a memory, for example in a control unit 120 in the vehicle.
    According to one embodiment of the present invention, the magnitude Ogiapp of the clearance angle is determined by calculations based on one or more speed differences Aw under one or more gaps, wherein the magnitude Ogiapp of the clearance angle can be calculated as an integration, or a corresponding sum, of the speed difference Aw Over the clearance; Ogiapp — _ tsiat_gtapp • Aw This tstart_g patch size Ogiapp can have, for example, calculated several gings for one or more gaps, after which a mean value formation, or similar, of the calculated values gives a final value for the size Ofliapp.
    Figures 5a-b show speeds at the left y-axis. The torque curves have an increasing value upwards, which is indicated by the arrow on the right side of the figure. The torque 0 Nm (play) is marked with the horizontal line in the figure. Time is displayed at the x-axis.
    Curve 501 shows the dynamic torque Tqp, which results from the control. Curve 502 (dotted line) shows the requested moment Tqciem „d. Curve 503 (solid line) shows the rotational speed of the motor we. Curve 504 (dashed line) shows the rotational speed of the wheels —wheel • The dynamic torque Tqfw should have been ramped down to 0 Nm with a specific derivative. Then the engine speed and the actual shifting are synchronized. Thereafter, the requested torque Tqciem „d is ramped up to a relatively high level again, for example to a driver or speedway-determined value.
    It can be seen from the figure that the resulting dynamic torque Tqfw 501 does not follow the smooth and non-oscillating curve 502 of the requested torque. Instead, the dynamic torque Tqfw 501 oscillates sharply, especially during ramp 512 but also during ramp 511, which will be experienced which is very unpleasant for drivers and / or passengers in the vehicle.
    Figure 5b shows a control according to an embodiment of the present invention, where a dynamic torque request is made for a choir case which may, for example, correspond to / include a shift in the vehicle corresponding to the choir case shown in Figure 5a. In other words, the dynamic torque Tqf, 501 (solid line) must be lowered 511 to the clearance 513 at the moment 0, where, for example, switching can take place, and then increased 512 again. Curve 501 shows the dynamic torque Tqfw resulting from the control. Curve 502 (dotted line) shows the requested 31 moment Tqciemand. Curve 503 (solid line) shows the rotational speed of the motor we. Curve 504 (dashed line) shows the rotational speed of the wheels Wwheei. As can be seen from the figure, a difference between a reference speed can be core /. and the speed we get the engine is used in the control according to various embodiments described above, which gives a control which meant that the engine speed we can relatively quickly reach the reference speed co „f 505 (dotted line), for example after the ramp down has been started at the time about 269.8 seconds .
    The figure also shows that the control can cause a relatively strong torque change, such as a torque nail / dip shown at the time of about 269.7 seconds to cause the difference Aw in rotational speed, which is a difference between rotational speeds for the wheels 110, 111 -wheel and for the motor / shaft we, is minimized. In figure Or, after minimizing the rotational speed, the wheels 110, 111 m —wheel and the motor / shaft we get substantially the same size.
    According to the present invention, therefore, the control can be used to minimize the speed difference Aw pressure, the viii saga difference between the curve 503 for the rotational speed of the motor we and the curve 504 for the rotational speed of the wheels -wheel except when the dynamic torque Tqp is in, or adjacent to , the gap 513 at torque 0. In other words, the control according to the present invention can be used in the usual control and before 511 and after the 512 gap 513 may minimize the speed difference ArA --pres • According to the present invention the requested torque Tq clerrmnd is also allowed to vary considerably. more On the static torque request illustrated in Figure 5a according to prior art 32 technology. This causes the requested moment T _ qdemand to have a somewhat choppy and uneven appearance in figure 5b. This is permissible according to the present invention because the focus of the control is that the dynamic torque Tqfw 501 should have a smooth and non-oscillating shape. As can be seen from Figure 5b, the result of the control is also that the dynamic torque Tqfw 501 oscillates considerably less, the viii saga has considerably smaller amplitude, than the dynamic torque Tqfw 501 according to previous known controls in Figure 5a. In particular, the differences in the control during ramp-up 512, which according to the prior art gives a strong, viii saga with high amplitude, oscillating dynamic torque Tqfw 501, while the oscillating dynamic torque Tqfw 501 according to the present invention in Figure 5b for a substantially non-oscillating appearance. Thus, a better comfort and, above all, better performance are obtained by utilizing the present invention.
    In this document, units are often described as being arranged to perform steps in the method according to the invention. This also includes that the units are adapted and / or designed to perform these step steps.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims. 33
    权利要求:
    Claims (2)
    [1]
    Claim 1. A system in a vehicle (100) arranged for controlling a torque To -idemand requested from an engine (101) where the said engine (101) emits a dynamic torque Tqfw to its output shaft (102) in response to said requested torque Tqdemend, wherein said dynamic torque Tqf, with a gear ratio i, is related to a dynamic wheel torque Ta which of a driveline comprising said motor (101) provides At least one drive wheel (110, 111) in said vehicle (100), An execution unit (126) arranged to perform a regulation of said requested torque Ta, demand at least based on: 2. a current value Tqfw_ pressure for said dynamic torque; 3. a moment of inertia J for said driveline; an undesired derivative 74qf w_rea gets said dynamic torque 79 w_req related to a spring constant k for the said driveline; f 4. a current speed difference LIUJpress between a first end of a driveline in said vehicle (100), which rotates at a first speed w1, and a second end of said driveline, which rotates at a second speed w2; and 5. a calibration parameter T - cal r capture trajectory causes said dynamic torque to said desired derivative rqf w_req; wherein said embodiment unit (126) is arranged to at least partially continuously control said first speed w1 against said second speed w2.
    [2]
    A system according to claim 1, wherein said embodiment (126) is arranged to determine if said first speed w1 corresponds to a speed we for said motor (101) and said second speed w2 corresponds to a gear ratio which is related to a 34 speed for At least one drive wheel wwheel, said requested torque Ta -rdemand At least based on a sum of said current value Tqfw_ pressure for said dynamic torque and a term comprising said moment of inertia J multiplied by a ratio between a difference between a reference speed wref and said speed we fO motor divided by said (Ore f —6-) e calibration parameterTa - -rdemand = Tqfw) _pres .1, Tcal ,:, where T cal said output unit Or arranged to determine said reference speed coref based on a sum of said speeds gets at least one drive wheel -wheel and a ratio between said desired derivative 74qf w_req and said spring constant k; 79 fw_req k 3. A system according to any one of claims 1-2, wherein said output unit (126) is arranged to determine if said first speed w1 corresponds to a speed we for said motor (101) and said second speed w2 corresponds to a geared speed for at least one drivh-in] w _, - —wheel, said moment Tqcieinand as a sum of said present value T qfw_pres for said dynamic torque, a total displacement time tdelay_total multiplied named Desired derivatives Tqfw_req, a moment of momentum multiplied J for with said gearing in geared acceleration th —wheel for said at least one drive wheel (110, 111), and a term comprising said moment of inertia J multiplied by a ratio between a difference between a reference speed coref and said speed we get said motor divided by said calibration parameter Wre fe Tcal; Tqdemand = Tqfw_pres tdelay_totalpqfw_reqWwheel + r dar T cal said execution unit Or arranged to determine said reference speed COref based on a sum of said speed far Wref = Wwheel at least one drive wheel w —whed and tqm on the second and a qq between the qw Wref = Wwheel 749 fw_req k • A system according to claim 3, wherein said total displacement time t -delay_total corresponds to a time it takes from a determination of at least one parameter value until a change of said dynamic torque to a fixed torque is based on is completed. The system of claim 4, wherein said execution unit (126) is arranged to determine said parameter value based on at least one feed and / or at least an estimate of said parameter value. A system according to any one of claims 3-5, wherein said total delay time t -delay_total comprises one or more in the group of: 1. a mean time t -measure it takes to determine said at least one parameter based on at least one feed; 2. an estimation time t -esamate it takes to determine said at least one parameter value based on at least one estimate; 3. a communication time for taking signals which are used in said control between units in said vehicle (100); a filtration time which includes filter requirements; - a calculation period for which it takes to carry out calculations related to the said regulation; and 4. a torque workshop response time it takes from the time the torque response torque request is made until an engine speed change corresponding to the said torque request occurs. A system according to any one of claims 1-6, wherein said execution unit (126) is arranged to determine said control of said requested torque Ta-Laemana based therewith pd. A feedback of a resulting actual value corresponding to said desired derivative T 8. A system according to claim 1 of claim 1-7, wherein said desired derivative 7'cif w_rea father said dynamic torque is related to one or more in the group of: 1. a karmod father ndmnda vehicle (100); and - a calibration of at least one parameter which is related to a risk of jerking of a driveline in said vehicle (100); 2. a ramp in front of a gearbox in a vehicle (103) in said vehicle (100); a ramp in front of a gearbox in a vehicle (103) in said vehicle (100); 3. a ramp before opening a clutch (406) in said vehicle (100); 4. a ramp-up after shifting in a gear cell (103) in said vehicle (100); 5. a ramp-down after shifting in a vaxellAda (103) in said vehicle (100); and 6. a ramp after closing a clutch (406) in said vehicle (100). A system according to claim 1 of claims 1-8, wherein said first speed w1 corresponds to a speed we for said motor (101); wi = coe. A system according to any one of claims 1-9, wherein said second speed w2 corresponds to an exchanged speed having at least one drive wheel —wheel in said vehicle (100); A system according to any one of claims 1-10, wherein said spring constant k is one in the group of: - a spring constant k - drive shaft for drive shafts (104, 105) in said vehicle (100). , which dominates said spring constant k for said driveline, and 1. a total spring constant kt, t gets said driveline 12. A system according to any one of claims 1-11, wherein said spring constant k is determined by one or more in the group: 1. calculations based A configuration for said vehicle (100), and 2. adaptive estimates during operation of the vehicle (100) 13. A system according to any one of claims 1-12, wherein said control results in a minimization of said current speed difference. in a vehicle (100) for controlling a torque torque requested from an engine (101), the said motor (101) emits a dynamic torque Tqfw to its output shaft (102) in response to said requested torque Tqdemand, said dynamic torque being Tqfw with an exchange in this case related to a dynamic wheel torque Ta -1wheel which is provided by a driveline comprising said motor (101) At least one drive wheel (110, 111) in said vehicle (100), characterized in that a regulation of said requested torque Tqdemand Ut fors Atminstone based pA: - a current value Tqfw_ pressure for said dynamic torque; 1. a moment of fidelity J far ndmnda drivelina; 2. a claimed derivative 74qfw_req has the said dynamic torque related to a spring constant k for the said driveline; 74 (4 f 'w req 3. a current speed difference Am between a first end of 38 a driveline in said vehicle (100), which rotates at a first speed wl, and a second end of said driveline, which rotates at a second speed w2; and 4. a calibration parameter T - cal r which is related to a trapping sequence of said dynamic torque against said claimed derivative 7'cif W_req; wherein 5. said first speed W is at least partially continuously controlled against said second speed w2. according to claim 14, wherein, if said first speed wl corresponds to a speed we for said engine (101) and said second speed co2 corresponds to an geared speed, at least one drive wheel Wwh, i, said requested torque Ta -rdemand is determined at least based on a sum of said current value Tqf, _ press for said dynamic torque and a term comprising said moment of inertia J multiplied by a ratio between a difference between a reference speed co „f and the said va rvtal we for ndmnda motor divided by ndmnda calibration parameter Tcal; Tqclemand = Tqfw_pres + I (ref ° -edar rcal ndmnda reference speed coref is determined based on a sum of ndmnda speed for At least one drive wheel wheel and a ratio between the said Onskade derivata Tqfw_req and ndmnda fw req spring constant wAel wwelkreft wA. of claims 14-15, wherein, if said first speed col corresponds to a speed we for said motor (101) and said second speed co2 corresponds to a geared speed for at least one drive wheel --wheel, said torque Tqcieniand is determined as a sum of said current vdrde Tqfwpres far ndmnda dynamic torque, a total delay time t -delay_total MUlt implicated named desired derivatives 39 74qfw_ „q, a moment of inertia J f5r ndmnda driveline multiplied by en med said named gearshift at drivhjulmin acceleration; , 111), and a term comprising said moment of inertia J multiplied by a ratio between a difference between a reference speed co speed we for the said motor divided by the said calibration parameter T - cal • Tqdemand = Tqfw_pres + tdelay_totalTqfw_req + I (j) wheel + I (coref — We), where the said reference speed co, f determines Tcal based on a sum of ndmnda one speed for atm drive wheel cowheet and a ratio between said desired derivative 7: qfw_req 741qfw_req and said spring constant k; A method according to claim 16, wherein said total delay time t -delay_total corresponds to a time it takes from a determination of at least one parameter value until a change of said dynamic torque Tqfw based on said determined value is by at least one parameter value. The method of claim 17, wherein said determining said parameter value comprises at least one feed and / or at least an estimate of said parameter value. A method according to any one of claims 16-18, wherein said total delay time t -delay_total comprises one or more in the group of: - a feed time tmeasure it takes to determine said at least one parameter value based on at least one feed; 1. an estimate time t -estimate At least one parameter value based on At least one estimate; 2. a communication time it takes to transmit signals which it takes to determine said is utilized in said regulation between units in said vehicle (100); A filtering time filter which includes filter travel turns; 4. a calculation time tcomp it takes to perform calculations related to said regulation; and 5. a torque response time ttorque response it takes from the time a torque request is made until an engine speed change corresponding to said torque request occurs. A method according to any one of claims 14-20, wherein said controlling said requested torque tor idea is also based on a feedback of a resultant actual value on fw_actual corresponding to said desired derivative. 21 A method according to any one of claims 14-20, wherein said desired derivative 7'cif w_req for said dynamic torque dr related to one or more in the group of: 1. a karmod father said vehicle (100); and 2. a calibration of at least one parameter which is related to a risk of jerking of a driveline in said vehicle (100); - a ramp in front of a vehicle in a gearbox (100); 3. a ramp for shifting in a geared vehicle (100); 4. a ramp before opening a coupling vehicle (100); A ramp-up ramp in a geared vehicle (100); A ramp-down ramp in a geared vehicle (100); and - a ramp after closing a clutch (406) in said vehicle (100). (103) in said (103) in said (406) in said (103) in said (103) in said 41 22. A method according to any one of claims 14-21, wherein said first speed wl corresponds to a speed we for said motor (103). 101); wi = coe. A method according to any one of claims 14-22, wherein said second speed w2 corresponds to an exchanged speed for at least one drive wheel m -wheel in said vehicle (100); A method according to any one of claims 14-23, wherein said spring constant k is one in the group of: 1. a spring constant k - drive shaft for drive shafts (104, 105) in said vehicle (100), which dominates the said spring constant k for the said driveline; and 2. a total spring constant kt, t for ndmnda driveline. A method according to any one of claims 14-24, wherein said spring constant k is determined by one or more of the group: 1. calculations based on a configuration for said vehicle (100); and 2. adaptive estimates during operation of the vehicle (100). A method according to any one of claims 14-25, wherein said control results in a minimization of said current speed difference Acopres. A computer program comprising program code, which if said program code is executed in a computer causes said computer to perform the method according to any of claims 14-26. A computer program product comprising a computer-readable medium and a computer program according to claim 27, wherein said computer program is included in said computer-readable medium. Tqwheel 11 1 121 122 Tqdemand102109 Tqf, () Jp Jg107 Jd 106 101 Je 11 103, —...- 104, --- 108 .--, - f --- 1 Tqwheel 2 / 201. FaststallTqfw pres 202. Fix.11 J 203. Determine the derivative of Tqfw req and divide by k V 204. Determine A (k) pre s 205. Determine T cal 206. Adjust based on at least: Tqfw pres -J - the derivative of Tqfw req divided by k 6CA ) pres - T cal
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    EP2949907A1|2015-12-02|
    引用文献:
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    EP2019194B1|2007-07-25|2010-07-07|Magneti Marelli S.p.A.|A torque control method of a road vehicle|
    WO2011003544A2|2009-07-07|2011-01-13|Volvo Lastvagnar Ab|Method and controller for controlling output torque of a propulsion unit.|
    SE537106C2|2011-02-23|2015-01-13|Scania Cv Ab|Detection and attenuation of driftline oscillations|SE539831C2|2016-04-12|2017-12-12|Scania Cv Ab|Control of a powertrain backlash|
    CN111332274B|2020-03-16|2021-03-02|吉林大学|Optimal method for calibration parameters of hybrid power bus controller|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450656A|SE540212C2|2014-05-30|2014-05-30|Control of a torque requested by an engine|SE1450656A| SE540212C2|2014-05-30|2014-05-30|Control of a torque requested by an engine|
    EP15169068.2A| EP2949907A1|2014-05-30|2015-05-25|Adjustment of a torque requested form an engine|
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